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Although all airports are not listed under the destination column, IFR flights may be planned to satellite
airports in the proximity of major airports via the
same routing. When filing flight plans, the coded
route identifier, i.e., BURL1, VTUL4, or POML3,
may be used in lieu of the route of flight.
AIRWAY AND ROUTE SYSTEM
The present en route system is based on the VHF airway/route navigation system. Low frequency (LF) and
integrated LF/VHF airways and routes have gradually
been phased out in the conterminous U.S., with some
remaining in Alaska.
MONITORING OF NAVIGATION FACILITIES
VOR, VORTAC, and instrument landing system (ILS)
facilities, as well as most nondirectional radio beacons (NDBs) and marker beacons installed by the
FAA, are provided with an internal monitoring feature. Internal monitoring is provided at the facility
through the use of equipment that causes a facility
shutdown if performance deteriorates below established tolerances. A remote status indicator also may
be provided through the use of a signal-sampling
receiver, microwave link, or telephone circuit. Older
FAA NDBs and some non-Federal NDBs do not have
the internal feature and monitoring is accomplished
by manually checking the operation at least once each
hour. FAA facilities such as automated flight service
stations (AFSSs) and ARTCCs/sectors are usually the
control point for NAVAID facility status. Pilots can
query the appropriate FAA facility if they have questions in flight regarding NAVAID status, in addition to
checking notices to airmen (NOTAMs) prior to flight,
since NAVAIDs and associated monitoring equipment
are continuously changing.
LF AIRWAYS/ROUTES
Numerous low frequency airways still exist in Alaska,
as depicted in this NACO en route low altitude chart
excerpt near Nome, Alaska. [Figure 3-5] Colored LF
east and west airways G7, G212 (green), and R35 (red),
are shown, along with north and south airways B2, B27
(blue), and A1 (amber), all based upon the Fort Davis
NDB en route NAVAID. The nearby Nome VORTAC
VHF en route NAVAID is used with victor airways
V452, V333, V507, V506, and V440.
3-5
Figure 3-4. Tower En Route Control.
Figure 3-5. LF and VHF Airways — Alaska.
3-6
VHF AIRWAYS/ROUTES
Figure 3-6 depicts numerous arrowed, single direction
jet routes on this excerpt from a NACO en route high
altitude chart, effective at and above 18,000 feet MSL
up to and including FL 450. Notice the MAAs of 41,000
and 29,000 associated with J24 and J193, respectively.
Additionally, note the BAATT, NAGGI, FUMES, and
MEYRA area navigation (RNAV) waypoints.
Waypoints are discussed in detail later in this chapter.
VHF EN ROUTE OBSTACLE CLEARANCE AREAS
All published routes in the NAS are based on specific
obstacle clearance criteria. An understanding of en
route obstacle clearance areas helps with situational
awareness and may help avoid controlled flight into terrain (CFIT). Obstacle clearance areas for the en route
phase of flight are identified as primary, secondary, and
turning areas.
The primary and secondary area obstacle clearance criteria, airway and route widths, and the ATC separation
procedures for en route segments are a function of
safety and practicality in flight procedures. These flight
procedures are dependent upon the pilot, the aircraft,
and the navigation system being used, resulting in a
total VOR system accuracy factor, along with an associated probability factor. The pilot/aircraft information
component of these criteria includes pilot ability to
track the radial and the flight track resulting from turns
at various speeds and altitudes under different wind
conditions. The navigation system information
includes navigation facility radial alignment displacement, transmitter monitor tolerance, and receiver
accuracy. All of these factors were considered during
development of en route criteria. From this analysis,
the computations resulted in a total system accuracy
of ±4.5° 95 percent of the time and ±6.7° 99 percent
of the time. The 4.5° figure became the basis for primary area obstacle clearance criteria, airway and
route widths, and the ATC separation procedures. The
6.7° value provides secondary obstacle clearance area
dimensions. Figure 3-7 depicts the primary and secondary obstacle clearance areas.
PRIMARY AREA
The primary obstacle clearance area has a protected
width of 8 nautical miles (NM) with 4 NM on each
side of the centerline. The primary area has widths of
route protection based upon system accuracy of a
±4.5° angle from the NAVAID. These 4.5° lines
　
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